JPS6237941Y2 - - Google Patents
Info
- Publication number
- JPS6237941Y2 JPS6237941Y2 JP1981192343U JP19234381U JPS6237941Y2 JP S6237941 Y2 JPS6237941 Y2 JP S6237941Y2 JP 1981192343 U JP1981192343 U JP 1981192343U JP 19234381 U JP19234381 U JP 19234381U JP S6237941 Y2 JPS6237941 Y2 JP S6237941Y2
- Authority
- JP
- Japan
- Prior art keywords
- engine
- timing
- valve
- opening
- intake passage
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000002159 abnormal effect Effects 0.000 claims description 19
- 238000001514 detection method Methods 0.000 claims description 4
- 239000000446 fuel Substances 0.000 description 17
- 238000011144 upstream manufacturing Methods 0.000 description 11
- 238000002485 combustion reaction Methods 0.000 description 6
- 230000006835 compression Effects 0.000 description 6
- 238000007906 compression Methods 0.000 description 6
- 238000002347 injection Methods 0.000 description 6
- 239000007924 injection Substances 0.000 description 6
- 230000000694 effects Effects 0.000 description 4
- 239000000203 mixture Substances 0.000 description 3
- 230000006866 deterioration Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 239000006200 vaporizer Substances 0.000 description 2
- 238000004880 explosion Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/32—Engines with pumps other than of reciprocating-piston type
- F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
- F02B33/36—Engines with pumps other than of reciprocating-piston type with rotary pumps of positive-displacement type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/08—Modifying distribution valve timing for charging purposes
- F02B29/083—Cyclically operated valves disposed upstream of the cylinder intake valve, controlled by external means
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Supercharger (AREA)
- Valve Device For Special Equipments (AREA)
Description
【考案の詳細な説明】
（産業上の利用分野）
本考案は、過給機付エンジンの制御装置に関
し、特に吸気通路にエンジンに同期して開閉する
タイミングバルブを備えた過給機付エンジンの制
御装置に関するものである。[Detailed description of the invention] (Field of industrial application) The present invention relates to a control device for a supercharged engine, and particularly for a supercharged engine equipped with a timing valve in the intake passage that opens and closes in synchronization with the engine. This relates to a control device.
（従来の技術）
従来より、過給機付エンジンとして、主吸気通
路に加えて補助吸気通路を設け、該補助吸気通路
に過給機を設けて、エンジンの設定負荷以下の低
負荷状態では上記主吸気通路から新気を自然吸入
により供給する一方、エンジンの設定負荷以上の
高負荷状態では、主吸気通路からの新気に加えて
少なくとも圧縮行程において補助吸気通路から過
給気を供給するようにして、エンジンによつて駆
動される過給機により、エンジンの低回転域にお
いても過給不足を生じることなく応答性良く吸気
過給を行い得るようにしたいわゆる部分過給方式
のものは知られている。(Prior art) Conventionally, in a supercharged engine, an auxiliary intake passage is provided in addition to a main intake passage, and a supercharger is provided in the auxiliary intake passage. While fresh air is supplied from the main intake passage through natural intake, when the engine load is higher than the set load, supercharging air is supplied from the auxiliary intake passage at least during the compression stroke in addition to the fresh air from the main intake passage. However, there is a so-called partial supercharging system that uses a supercharger driven by the engine to perform intake supercharging with good responsiveness without causing insufficient supercharging even in the low engine speed range. It is being
そして、従来、上記部分過給方式において、例
えば特開昭55−137314号公報に開示されているよ
うに、補助吸気通路にエンジンに同期して開閉す
るタイミングバルブを設け、該タイミングバルブ
の開閉タイミングをエンジン回転数等エンジンの
運転状態に応じて制御する制御装置を設けて、エ
ンジンの全運転領域に亘つて過給効率を良好に維
持することにより、エンジンの出力性能、燃費性
能等の向上を図るようにしたものが提案されてい
る。また、吸気通路に排気ターボ過給機等の過給
機を設け、該過給機下流の吸気通路に設けられた
タイミングバルブの開閉タイミングをエンジンの
運転状態に応じて制御することにより、エンジン
の全運転領域に亘つて過給効率を良好に維持する
ものとして例えば特開昭55−148932号公報に示さ
れるものが提案されている。 Conventionally, in the above-mentioned partial supercharging system, a timing valve that opens and closes in synchronization with the engine is provided in the auxiliary intake passage, and the opening and closing timing of the timing valve is By installing a control device that controls engine rotation speed and other engine operating conditions according to engine operating conditions, and maintaining good supercharging efficiency over the entire operating range of the engine, improvements in engine output performance, fuel efficiency, etc. can be achieved. A method designed to achieve this has been proposed. In addition, by installing a supercharger such as an exhaust turbo supercharger in the intake passage and controlling the opening/closing timing of a timing valve provided in the intake passage downstream of the supercharger according to the operating state of the engine, the engine For example, Japanese Patent Application Laid-Open No. 148932/1983 has proposed a system that maintains good supercharging efficiency over the entire operating range.
（考案が解決しようとする問題点）
しかるに、上記各提案の制御装置は、エンジン
回転数等の運転状態に応じてタイミングバルブの
開閉タイミングを単一の制御特性でもつて制御す
るものである。このため、例えば過給機の作動中
に何らかの原因（リリーフ弁の故障等）で過給圧
が異常に上昇した場合、吸気の充填効率が極めて
高くなり、熱的負荷等のエンジン負荷が増大し
て、エンジンの耐久性が悪化する恐れがあるが、
この問題には対処できない。さりとて、上記の如
き過給圧の異常上昇による耐久性の悪化を防止す
るための単一の制御特性のみの制御を行つたので
は、全運転状態に亘つて細かい制御ができない。(Problems to be Solved by the Invention) However, the control devices proposed above control the opening/closing timing of the timing valve with a single control characteristic depending on the operating state such as the engine speed. Therefore, for example, if the supercharging pressure increases abnormally due to some reason (such as a failure of the relief valve) while the turbocharger is operating, the intake air filling efficiency will become extremely high, and the engine load such as thermal load will increase. However, the durability of the engine may deteriorate.
This problem cannot be addressed. In fact, if only a single control characteristic is controlled to prevent deterioration of durability due to an abnormal increase in supercharging pressure as described above, fine control cannot be achieved over all operating conditions.
本考案はかかる点に鑑みてなされたもので、タ
イミングバルブの開閉タイミングの制御を、エン
ジン回転数に応じたタイミング制御と、過給圧が
設定値以上にある異常過給圧状態に応じたタイミ
ング制御との２通りの特性に可変とし、かつ上記
異常過給圧状態では回転数に応じたタイミング制
御よりも上記異常過給圧状態に応じたタイミング
制御を優先させて行うことにより、エンジンの耐
久性の悪化等を招くことなく、かつ構造を複雑に
することなくきめ細かい過給制御を行い得るよう
にすることを目的とする。 The present invention has been developed in view of the above points, and the timing valve opening/closing timing is controlled according to the engine speed, and the timing is controlled according to an abnormal boost pressure state where the boost pressure is higher than a set value. By making the characteristics variable in two ways, and by giving priority to the timing control according to the above abnormal boost pressure state over the timing control according to the rotation speed in the above abnormal boost pressure state, engine durability can be improved. It is an object of the present invention to enable fine-grained supercharging control without causing deterioration in performance or complicating the structure.
（考案の構成）
このため、本考案は、吸気通路に過給機を備
え、該過給機による過給気をエンジンに同期して
開閉するタイミングバルブを介してエンジンに供
給するようにした過給機付エンジンにおいて、エ
ンジン回転数に応じて上記タイミングバルブの開
閉タイミングを決定する第１決定手段と、異常過
給圧状態を検出する検出手段と、該異常過給圧状
態に応じたタイミングバルブの開閉タイミングを
決定する第２決定手段と、上記検出手段の出力を
受け、上記異常過給圧状態では第１決定手段より
も第２決定手段の出力を優先させてタイミングバ
ルブの開閉タイミングを制御する制御手段とを備
えることを特徴とする。このことにより、タイミ
ングバルブの開閉タイミングをすべての運転状態
に応じて制御するようにしたものである。(Structure of the invention) For this reason, the present invention provides a supercharger in the intake passage, and supplies supercharged air from the supercharger to the engine via a timing valve that opens and closes in synchronization with the engine. In a powered engine, a first determining means for determining opening/closing timing of the timing valve according to engine speed, a detection means for detecting an abnormal boost pressure state, and a timing valve responsive to the abnormal boost pressure state. and a second determining means for determining the opening/closing timing of the timing valve, and receiving the output of the detecting means, controls the opening/closing timing of the timing valve by giving priority to the output of the second determining means over the first determining means in the abnormal boost pressure state. The invention is characterized by comprising a control means for controlling. This allows the timing valve opening/closing timing to be controlled in accordance with all operating conditions.
（実施例）
以下、本考案の実施例を図面に基づいて詳細に
説明する。(Example) Hereinafter, an example of the present invention will be described in detail based on the drawings.
第１図は本考案を部分過給方式の過給機付エン
ジンに適用した実施例を示す。同図において、１
は往復動エンジンであつて、シリンダ２内に嵌装
されたピストン３が往復動することにより、該シ
リンダ２とピストン３とによつて区画された燃焼
室４に吸気、圧縮、爆発、膨張および排気の各行
程を順に行わせて、コンロツド５を介してクラン
クシヤフト６を回転駆動するようにしたものであ
る。 FIG. 1 shows an embodiment in which the present invention is applied to a partially supercharged supercharged engine. In the same figure, 1
is a reciprocating engine, in which a piston 3 fitted in a cylinder 2 reciprocates to produce intake, compression, explosion, expansion and The crankshaft 6 is rotationally driven via the connecting rod 5 by performing each exhaust stroke in sequence.
また、７はエアクリーナ、８および９はそれぞ
れエンジン１の吸気系を構成する主吸気系および
補助吸気系である。上記主吸気系８は、上流端が
エアクリーナ７に接続され、下流端としての主吸
気ポート１０ａが燃焼室４に開口した主吸気通路
１０によつて構成され、該主吸気通路１０には、
アクセルペダル（図示せず）と連動され、主吸気
通路１０からの吸気量を制御する主絞り弁１１が
配設されている。また、主吸気通路１０の主絞り
弁１１上流には燃料噴射弁１２が、さらに上流に
は全吸入空気量を検出するメジヤリングプレート
型のエアフローセンサ１３がそれぞれ配設されて
いる。該エアフローセンサ１３にはそのメジヤリ
ングプレートの回動角度を検出するポテンシヨン
メータ１４が接続され、該ポテンシヨンメータ１
４の出力信号は後述の回転数センサ４２からのエ
ンジン回転数信号S1と共に、上記燃料噴射弁１２
を作動制御する制御回路１５に入力されている。
よつて、エンジン１の吸入空気量およびエンジン
回転数に応じた量の燃料を燃料噴射弁１２から噴
射し、主吸気通路１０を介してエンジン１に供給
するようにした燃料噴射方式の燃料供給装置１６
を構成している。 Further, 7 is an air cleaner, and 8 and 9 are a main intake system and an auxiliary intake system, respectively, which constitute the intake system of the engine 1. The main intake system 8 includes a main intake passage 10 whose upstream end is connected to the air cleaner 7 and whose downstream end is a main intake port 10a that opens into the combustion chamber 4.
A main throttle valve 11 is provided which is interlocked with an accelerator pedal (not shown) and controls the amount of intake air from the main intake passage 10. Further, a fuel injection valve 12 is disposed upstream of the main throttle valve 11 in the main intake passage 10, and a measuring plate type air flow sensor 13 for detecting the total intake air amount is disposed further upstream. A potentiometer 14 for detecting the rotation angle of the measuring plate is connected to the air flow sensor 13.
The output signal No. 4 is output from the fuel injector 12 along with an engine speed signal S1 from a rotation speed sensor 42, which will be described later.
The signal is input to a control circuit 15 that controls the operation.
Therefore, a fuel injection type fuel supply device in which fuel is injected from the fuel injection valve 12 in an amount corresponding to the intake air amount and engine rotation speed of the engine 1 and is supplied to the engine 1 via the main intake passage 10. 16
It consists of
一方、上記補助吸気系９は、上流端が上記主吸
気通路１０のエアフローセンサ１３下流で燃料噴
射弁１２および主絞り弁１１上流に連通し、下流
端としての補助吸気ポート１７ａが燃焼室４に開
口した補助吸気通路１７によつて構成され、該補
助吸気通路１７の途中には例えばベーンポンプ型
の過給ポンプよりなる過給機１８が配設されてい
る。該過給機１８は電磁クラツチ１９を介して、
上記クランクシヤフト６にベルト２０により伝動
されたプーリ２１に駆動連結されている。また、
上記補助吸気通路１７の過給機１８下流には、上
記主絞り弁１１にリンケージ２２を介して連結さ
れ、該主絞り弁１１が設定開度に開かれるまで、
すなわちエンジンの設定負荷以下の低負荷状態で
は閉作動したままで、主絞り弁１１が設定開度以
上開かれると、すなわちエンジンが設定負荷以上
の高負荷状態になると開作動する補助絞り弁２３
が配設されている。該補助絞り弁２３には、補助
絞り弁２３の開度を検出して上記電磁クラツチ１
９をON−OFF作動せしめる開度センサ２４が接
続されており、よつて補助絞り弁２３の開作動時
（エンジンの高負荷時）には電磁クラツチ１９を
ON作動せしめて、プーリ２１（すなわちエンジ
ン１のクランクシヤフト６）により過給機１８を
作動させる一方、補助絞り弁２３の閉作動時（エ
ンジンの低負荷時）には電磁クラツチ１９を
OFF作動せしめて、過給機１８の作動を停止さ
せるように構成されている。 On the other hand, the auxiliary intake system 9 has an upstream end communicating with the fuel injection valve 12 and the main throttle valve 11 downstream of the air flow sensor 13 of the main intake passage 10, and an auxiliary intake port 17a as a downstream end connected to the combustion chamber 4. It is constituted by an open auxiliary intake passage 17, and a supercharger 18 made of, for example, a vane pump type supercharging pump is disposed in the middle of the auxiliary intake passage 17. The supercharger 18 is connected via an electromagnetic clutch 19 to
It is drivingly connected to a pulley 21 which is transmitted to the crankshaft 6 by a belt 20. Also,
The auxiliary intake passage 17 downstream of the supercharger 18 is connected to the main throttle valve 11 via a linkage 22 until the main throttle valve 11 is opened to a set opening degree.
That is, the auxiliary throttle valve 23 remains closed when the engine is under a low load that is below the set load, but opens when the main throttle valve 11 is opened beyond the set opening, that is, when the engine is in a high load state that is above the set load.
is installed. The auxiliary throttle valve 23 is connected to the electromagnetic clutch 1 by detecting the opening degree of the auxiliary throttle valve 23.
An opening sensor 24 is connected to the opening sensor 24, which turns the auxiliary throttle valve 23 ON and OFF (during high engine load).
When the auxiliary throttle valve 23 is closed (when the engine is under low load), the electromagnetic clutch 19 is activated.
It is configured to turn off and stop the operation of the supercharger 18.
さらに、上記補助吸気系９には、一端が補助吸
気通路１７の過給機１８下流で補助絞り弁２３上
流に開口し、他端が補助吸気通路１７の過給機１
８上流に開口するバイパス通路２５が設けられ、
該バイパス通路２５にはリリーフ弁２６が介設さ
れており、過給機１８の作動時（過給時）、過給
機１８下流の補助吸気通路１７の圧力（過給圧）
が設定圧以上になると、上記リリーフ弁２６の開
作動によりその圧力をバイパス通路２５を介して
過給機１８上流の補助吸気通路１７に逃がして、
上記過給圧を設定圧に保持するようにしている。 Further, the auxiliary intake system 9 has one end opened downstream of the supercharger 18 in the auxiliary intake passage 17 and upstream of the auxiliary throttle valve 23 , and the other end opened in the auxiliary intake passage 17 downstream of the supercharger 18 and upstream of the auxiliary throttle valve 23 .
8 is provided with a bypass passage 25 that opens upstream,
A relief valve 26 is interposed in the bypass passage 25, and when the supercharger 18 is in operation (supercharging), the pressure (supercharging pressure) in the auxiliary intake passage 17 downstream of the supercharger 18 is reduced.
When the pressure exceeds the set pressure, the pressure is released to the auxiliary intake passage 17 upstream of the supercharger 18 via the bypass passage 25 by opening the relief valve 26,
The supercharging pressure is maintained at a set pressure.
さらにまた、上記主吸気ポート１０ａには主吸
気弁２７が、また上記補助吸気ポート１７ａには
補助吸気弁２８がそれぞれ配設されており、両吸
気弁２７，２８のバルブタイミングは、主吸気弁
２７の開弁終期すなわち吸気行程後半から圧縮行
程にかけて補助吸気弁２８が一部オーバラツプし
て開くように設定されている。尚、吸気の各吸気
ポート１０ａ，１７ａへの逆流を防止する点から
は、オーバラツプさせずに主吸気弁２７の閉弁後
すなわち圧縮行程において補助吸気弁２８を開く
ように設定することが好ましい。 Furthermore, a main intake valve 27 is provided in the main intake port 10a, and an auxiliary intake valve 28 is provided in the auxiliary intake port 17a, and the valve timing of both intake valves 27 and 28 is determined by the main intake valve The auxiliary intake valves 28 are set to open partially overlapping each other from the end of opening of the valves 27, that is, from the latter half of the intake stroke to the compression stroke. In order to prevent intake air from flowing back into the intake ports 10a and 17a, it is preferable to open the auxiliary intake valve 28 after the main intake valve 27 is closed, that is, during the compression stroke, without overlapping the intake air.
以上により、エンジンの低負荷状態では、主吸
気通路１０から新気としての混合気を自然吸入に
よりエンジン１に供給する一方、エンジンの高負
荷状態では、主吸気通路１０からの新気（混合
気）に加えて少なくとも圧縮行程において補助吸
気通路１７から過給機１８の作動により過給気と
しての加圧空気をエンジン１に供給するようにし
た、いわゆる部分過給システムが構成されてい
る。尚、２９は補助吸気弁２８のバルブタイミン
グを制御する動弁機構、３０は燃焼室４に開口し
た排気ポート、３１は該排気ポート３０に配設さ
れた排気弁である。 As described above, when the engine is in a low load state, fresh air mixture is supplied from the main intake passage 10 to the engine 1 through natural intake, while when the engine is in a high load state, fresh air (air mixture) is supplied from the main intake passage 10 to the engine 1. ), a so-called partial supercharging system is configured in which pressurized air as supercharging air is supplied to the engine 1 from the auxiliary intake passage 17 at least during the compression stroke by the operation of the supercharger 18. Note that 29 is a valve operating mechanism that controls the valve timing of the auxiliary intake valve 28, 30 is an exhaust port that opens into the combustion chamber 4, and 31 is an exhaust valve disposed in the exhaust port 30.
上記構成に加えて、本考案の特徴として、上記
補助吸気通路１７の補助絞り弁２３下流には、エ
ンジン１のクランクシヤフト６に同期して開閉す
るロータリ式のタイミングバルブ３２が介設され
ている。 In addition to the above configuration, the present invention is characterized in that a rotary timing valve 32 that opens and closes in synchronization with the crankshaft 6 of the engine 1 is provided downstream of the auxiliary throttle valve 23 in the auxiliary intake passage 17. .
上記タイミングバルブ３２は、第２図および第
３図に示すように、エンジン１外壁に取付けら
れ、一端面に補助吸気通路１７の上流側に連通す
る流入口３３ａを有し周側面（図では下面）に補
助吸気通路１７の下流側（補助吸気ポート１７
ａ）に連通する流出口３３ｂを有するケーシング
３３と、該ケーシング３３内にベアリング３４を
介して回転自在に支承され、一端面が上記流入口
３３ａに連通するように開放され他端面が閉塞さ
れ、内部が補助吸気通路１７の一部を構成し、周
側面に開口３５ａを有し、上記クランクシヤフト
６に同期して回転駆動される中空軸状のロータリ
バルブ３５と、該ロータリバルブ３５の外周に回
転自在に嵌合されかつ上記ケーシング３３内にベ
アリング３６を介して回転自在に支承され、周側
面に上記ロータリバルブ３５の開口３５ａに対応
する開口３７ａを有するスリーブ３７とを備え、
クランクシヤフト６に同期して回転するロータリ
バルブ３５の開口３５ａがその外周のスリーブ３
７の開口３７ａと合致した際に開作動となつて補
助吸気通路１７を開くことにより、過給機１８か
らの過給気を補助吸気ポート１７ａを介してエン
ジン１に供給するように構成されている。 As shown in FIGS. 2 and 3, the timing valve 32 is attached to the outer wall of the engine 1, has an inlet 33a communicating with the upstream side of the auxiliary intake passage 17 on one end surface, and has a circumferential surface (in the figure, a lower surface). ) on the downstream side of the auxiliary intake passage 17 (auxiliary intake port 17
a); a casing 33 having an outflow port 33b communicating with the inflow port 33b; a casing 33 rotatably supported within the casing 33 via a bearing 34; one end surface being open so as to communicate with the inflow port 33a and the other end surface being closed; A hollow shaft-shaped rotary valve 35 whose inside constitutes a part of the auxiliary intake passage 17, has an opening 35a on the circumferential side, and is rotationally driven in synchronization with the crankshaft 6; a sleeve 37 that is rotatably fitted and rotatably supported within the casing 33 via a bearing 36, and has an opening 37a on the circumferential side that corresponds to the opening 35a of the rotary valve 35;
The opening 35a of the rotary valve 35 that rotates in synchronization with the crankshaft 6 is connected to the sleeve 3 on its outer periphery.
7, the supercharged air from the supercharger 18 is supplied to the engine 1 through the auxiliary intake port 17a by opening the auxiliary intake passage 17 through the opening operation. There is.
さらに、上記タイミングバルブ３２には、ロー
タリバルブ３５の開口３５ａとスリーブ３７の開
口３７ａとが合致する時期、すなわちタイミング
バルブ３２の開弁タイミングを変更支配する可変
機構３８が具備されている。該可変機構３８は、
サーボモータ３９と、該サーボモータ３９の回転
軸３９ａに固定され、先端部にピン４０ａが突設
された回動アーム４０と、該ピン４０ａが摺動自
在に係合する長孔４１ａを有し、上記スリーブ３
７の周側面上に立設された可変操作杆４１とを備
え、上記サーボモータ３９の作動により回動アー
ム４０を回動させ、該回動アーム４０のピン４０
ａと可変操作杆４１の長孔４１ａとの係合を介し
て該可変操作杆４１およびそれと係合関係にある
スリーブ３７を回動させて、該スリーブ３７の開
口３７ａの位置を回動変化せしめることにより、
ロータリバルブ３５の開口との合致時期つまり開
弁タイミングを変更可能に構成されている。 Further, the timing valve 32 is provided with a variable mechanism 38 that changes and controls the timing when the opening 35a of the rotary valve 35 and the opening 37a of the sleeve 37 match, that is, the opening timing of the timing valve 32. The variable mechanism 38 is
It has a servo motor 39, a rotating arm 40 fixed to a rotating shaft 39a of the servo motor 39 and having a protruding pin 40a at its tip, and a long hole 41a into which the pin 40a is slidably engaged. , the above sleeve 3
The rotary arm 40 is rotated by the operation of the servo motor 39, and the pin 40 of the rotary arm 40 is
a and the elongated hole 41a of the variable operating rod 41, the variable operating rod 41 and the sleeve 37 in engagement therewith are rotated, and the position of the opening 37a of the sleeve 37 is rotationally changed. By this,
It is configured such that the matching timing with the opening of the rotary valve 35, that is, the valve opening timing can be changed.
一方、上記制御回路１５には、エンジン回転数
を検出する回転数センサ４２および補助吸気通路
１７の過給機１８下流の圧力（過給圧）を検出す
る過給圧センサ４３の各検出信号（エンジン回転
数信号S1および過給圧信号S2）がそれぞれ入力さ
れているとともに、該制御回路１５は上記タイミ
ングバルブ３２における可変機構３８のサーボモ
ータ３９に接続されている。そして、上記制御回
路１５は、第４図に示すように、上記回転数セン
サ４２のエンジン回転数信号S1に応じて上記開弁
タイミングの進角量を決定する進角量信号を出力
する第１決定手段としての進角量決定回路４４
と、上記過給圧センサ４３からの過給圧信号S2を
設定過給圧に相当する設定圧信号と比較して該設
定圧信号より大となる異常過給圧時に上記開弁タ
イミングを進角補正する進角補正信号を出力する
検出手段および第２決定手段としての比較器４５
と、上記進角量決定回路４４の進角量信号および
比較器４５の進角補正信号を受けて上記サーボモ
ータ３９を駆動制御するモータ駆動回路４６とを
備え、エンジン回転数の増大に応じて開弁タイミ
ングの進角量を増大させるとともに、異常過給圧
時には上記進角量を進角補正するようサーボモー
タ３９の作動を制御し、よつて異常過給圧時には
比較器４５からの出力を優先加味させてタイミン
グバルブ３２の開弁タイミングを制御する制御手
段を構成している。 On the other hand, the control circuit 15 includes detection signals ( The control circuit 15 is connected to a servo motor 39 of a variable mechanism 38 in the timing valve 32. As shown in FIG. 4, the control circuit 15 outputs an advance amount signal that determines the advance amount of the valve opening timing in accordance with the engine rotation speed signal S1 of the rotation speed sensor 42. 1 Advance angle determining circuit 44 as determining means
Then, the boost pressure signal S2 from the boost pressure sensor 43 is compared with a set pressure signal corresponding to the set boost pressure, and the valve opening timing is advanced when the abnormal boost pressure becomes higher than the set pressure signal. A comparator 45 as a detection means and a second determination means for outputting an advance angle correction signal for angle correction.
and a motor drive circuit 46 that receives the advance angle amount signal from the advance angle amount determination circuit 44 and the advance angle correction signal from the comparator 45 to drive and control the servo motor 39, and controls the servo motor 39 according to an increase in the engine rotation speed. The operation of the servo motor 39 is controlled to increase the amount of advance of the valve opening timing and to correct the advance amount in the event of abnormal boost pressure. This constitutes a control means that controls the opening timing of the timing valve 32 with priority taken into account.
次に、上記実施例の作動について説明すれば、
エンジンが低負荷状態の非過給時には、補助吸気
通路１７からの過給気の供給を行われず、エンジ
ン１の燃焼室４には主吸気通路１０から新気とし
ての混合気が供給され、通常のエンジンと同様に
良好な運転性能が確保される。 Next, the operation of the above embodiment will be explained.
When the engine is under low load and not supercharged, supercharging air is not supplied from the auxiliary intake passage 17, and the combustion chamber 4 of the engine 1 is supplied with fresh air mixture from the main intake passage 10. As with other engines, good driving performance is ensured.
一方、エンジンが高負荷状態の過給時には、エ
ンジン１の燃焼室４において、主吸気通路１０か
らの新気としての混合気に対し、補助吸気通路１
７から過給気としての加圧空気が少なくとも圧縮
行程において応答性良く供給されるため、過給不
足を生じることなく充填効率を高めてエンジンの
出力性能および燃費性能を向上させることができ
る。 On the other hand, during supercharging when the engine is in a high load state, in the combustion chamber 4 of the engine 1, the auxiliary intake passage 1
Since pressurized air as supercharging air is supplied from 7 with good response at least in the compression stroke, charging efficiency can be increased without causing insufficient supercharging, and the output performance and fuel efficiency of the engine can be improved.
その際、上記過給タイミングを制御するタイミ
ングバルブ３２の開弁タイミングは可変機構３８
により支配され、該可変機構３８のサーボモータ
３９は、回転数センサ４２および過給圧センサ４
３の出力に応じた制御回路１５からの出力により
作動制御されることにより、エンジン回転数の増
大に応じてタイミングバルブ３２の開弁タイミン
グの進角量が増大し、また異常過給圧時には優先
して上記開弁タイミングの進角量が進角補正され
る。 At that time, the opening timing of the timing valve 32 that controls the supercharging timing is controlled by the variable mechanism 38.
The servo motor 39 of the variable mechanism 38 is controlled by the rotation speed sensor 42 and the boost pressure sensor 4.
The operation is controlled by the output from the control circuit 15 corresponding to the output of No. 3, so that the amount of advance of the opening timing of the timing valve 32 increases as the engine speed increases, and when there is an abnormal boost pressure, priority is given to the opening timing of the timing valve 32. Then, the advance angle amount of the valve opening timing is corrected.
したがつて、エンジンの低回転数では、上記タ
イミングバルブ３２の開弁タイミングが殆んど進
角せず、主吸気ポート１０ａと補助吸気ポート１
７ａとのオーバラツプ期間が可及的に短くなるの
で、過給気による吸気の主吸気ポート１０ａへの
吹返しが防止されて、良好な過給効果を維持する
ことができる。一方、エンジンの高回転域では、
タイミングバルブ３２の開弁タイミングは、スリ
ーブ３７が第３図矢印Ｙ方向（すなわちロータリ
バルブ３５の回転方向Ｘと反対方向）に回動して
進角するので、過給効率を高めることができる。
尚、その場合、主吸気通路１０からの新気の慣性
作用の増大により上記吸気の主吸気ポート１０ａ
への吹返しは生じない。また、リリーフ弁２６の
故障等により過給圧が異常に上昇する異常過給圧
時には、タイミングバルブ３２の開弁タイミング
の進角量がさらに進角補正されるので、過給気の
主吸気ポート１０ａへの吹返しによつて過給効率
が低下し、吸気圧の異常上昇によるエンジン１の
破損を防止することができる。 Therefore, at low engine speeds, the opening timing of the timing valve 32 is hardly advanced, and the main intake port 10a and the auxiliary intake port 1
Since the overlap period with 7a is as short as possible, intake air due to supercharging is prevented from flowing back into the main intake port 10a, and a good supercharging effect can be maintained. On the other hand, in the high engine speed range,
The opening timing of the timing valve 32 is advanced by rotating the sleeve 37 in the direction of the arrow Y in FIG. 3 (that is, in the direction opposite to the rotational direction X of the rotary valve 35), so that supercharging efficiency can be improved.
In that case, due to an increase in the inertial effect of fresh air from the main intake passage 10, the main intake port 10a of the intake air
There will be no blowback. In addition, in the event of an abnormal boost pressure in which the boost pressure increases abnormally due to a failure of the relief valve 26, etc., the advance amount of the opening timing of the timing valve 32 is further corrected, so that the main intake port of supercharged air is The blowback to 10a reduces the supercharging efficiency, and it is possible to prevent damage to the engine 1 due to an abnormal increase in intake pressure.
尚、本考案は上記実施例に限定されるものでは
なく、その他種々の変形例をも包含するものであ
り、例えば、上記実施例では、主吸気系８に設け
た燃料供給装置１６として燃料噴射方式のものに
ついて述べたが、本考案は気化器方式のものにも
適用可能である。しかし、この気化器方式の場
合、吸入空気流によるベンチユリ負圧により燃料
を吸引する関係上、全吸入空気が流れる主吸気通
路１０の補助吸気通路１７上流端開口部よりも上
流の位置に気化器を設ける必要があり、そのた
め、燃料が補助吸気通路１７の過給機１８に流入
して該過給機１８を汚損する嫌いがあるので、上
記実施例の如き燃料噴射方式に好適である。ま
た、燃料供給装置１６は主吸気系８と共に補助吸
気系９にも設けてもよい。 Note that the present invention is not limited to the above-mentioned embodiment, and includes various other modifications. For example, in the above-mentioned embodiment, a fuel injection system is used as the fuel supply device 16 provided in the main intake system 8. Although the description has been made regarding a vaporizer type, the present invention is also applicable to a vaporizer type. However, in the case of this carburetor system, since the fuel is sucked by the negative pressure in the vent caused by the intake air flow, the carburetor is placed at a position upstream of the upstream end opening of the auxiliary intake passage 17 of the main intake passage 10 through which all the intake air flows. Therefore, since fuel tends to flow into the supercharger 18 in the auxiliary intake passage 17 and contaminate the supercharger 18, it is suitable for the fuel injection method as in the above embodiment. Further, the fuel supply device 16 may be provided in the auxiliary intake system 9 as well as the main intake system 8.
また、上記実施例では、過給機１８を、エンジ
ン１と同期回転するプーリ２１に電磁クラツチ１
９を介して連結して、過給時のみ駆動するように
したが、過給機１８をプーリ２１と直結して常時
駆動するとともに、バイパス通路に制御弁を設け
ることにより、非過給時には制御弁の作動により
過給機１８からの過給気をバイパス通路を介して
リリーフする一方、過給時には過給機１８からの
過給気を補助吸気通路１７を介してエンジン１に
供給するようにしてもよい。 Further, in the above embodiment, the supercharger 18 is connected to the electromagnetic clutch 1 on the pulley 21 that rotates synchronously with the engine 1.
Although the turbocharger 18 is directly connected to the pulley 21 and driven at all times, and by providing a control valve in the bypass passage, it is controlled when not supercharging. By operating the valve, the supercharged air from the supercharger 18 is relieved via the bypass passage, while during supercharging, the supercharged air from the supercharger 18 is supplied to the engine 1 via the auxiliary intake passage 17. You can.
さらに、上記電磁クラツチ１９は補助絞り弁２
３の開度を検出する開度センサ２４の出力により
ON−OFF作動するようにしたが、該補助絞り弁
２３と連動された主絞り弁１１の開度あるいは吸
入空気量等に応じてON−OFF制御するようにし
てもよい。 Further, the electromagnetic clutch 19 is connected to the auxiliary throttle valve 2.
Based on the output of the opening sensor 24 that detects the opening of 3.
Although ON-OFF operation is performed, ON-OFF control may be performed depending on the opening degree of the main throttle valve 11 linked with the auxiliary throttle valve 23 or the amount of intake air.
また、以上の説明では、往復動エンジンに適用
した場合について述べたが、本考案はロータリピ
ストンエンジンに対しても同様に適用できるもの
である。 Further, in the above description, the case where the present invention is applied to a reciprocating engine has been described, but the present invention can be similarly applied to a rotary piston engine.
（考案の効果）
以上説明したように、本考案によれば、過給機
付エンジンにおいて、吸気通路に過給タイミング
を制御するタイミングバルブを設け、該タイミン
グバルブの開閉タイミング制御を、エンジン回転
数に応じたタイミング制御と異常過給圧状態に応
じたタイミング制御とに可変とし、かつこの異常
過給圧状態では回転数に応じたタイミング制御よ
りも異常過給圧状態に応じたタイミング制御を優
先させて行い、すべての運転状態に応じて制御す
るようにしたものであるので、簡単な構造でもつ
てきめ細かい過給制御を行うことができ、よつて
エンジンの耐久性の悪化等を招くことなく全運転
領域に亘つて良好な過給効果を発揮して、エンジ
ンの出力性能、燃費性能等の向上と耐久性の向上
との両立を図ることができるものである。(Effect of the invention) As explained above, according to the invention, in a supercharged engine, a timing valve for controlling supercharging timing is provided in the intake passage, and the opening/closing timing of the timing valve is controlled by the engine rotational speed. The timing control is variable between timing control according to the abnormal boost pressure condition and timing control according to the abnormal boost pressure condition, and in this abnormal boost pressure condition, timing control according to the abnormal boost pressure condition is prioritized over timing control according to the rotation speed. Since this system is designed to control the supercharging according to all operating conditions, it is possible to perform fine supercharging control even with a simple structure. It is possible to exhibit a good supercharging effect over the operating range, and to achieve both improvement in engine output performance, fuel efficiency, etc., and improvement in durability.
図面は本考案の実施例を例示し、第１図は全体
概略構成図、第２図はタイミングバルブ部分の拡
大縦断面図、第３図は第２図の−線断面図、
第４図は制御回路のブロツク図である。
１……エンジン、４……燃焼室、６……クラン
クシヤフト、１０……主吸気通路、１０ａ……主
吸気ポート、１１……主絞り弁、１５……制御回
路、１６……燃料供給装置、１７……補助吸気通
路、１７ａ……補助吸気ポート、１８……過給
機、２３……補助絞り弁、３２……タイミングバ
ルブ、３５……ロータリバルブ、３７……スリー
ブ、３８……可変機構、３９……サーボモータ、
４２……回転数センサ、４３……過給圧センサ、
４４……進角量決定回路、４５……比較器、４６
……モータ駆動回路。
The drawings illustrate an embodiment of the present invention, in which FIG. 1 is an overall schematic diagram, FIG. 2 is an enlarged vertical cross-sectional view of a timing valve portion, and FIG. 3 is a cross-sectional view taken along the line -- in FIG.
FIG. 4 is a block diagram of the control circuit. DESCRIPTION OF SYMBOLS 1... Engine, 4... Combustion chamber, 6... Crankshaft, 10... Main intake passage, 10a... Main intake port, 11... Main throttle valve, 15... Control circuit, 16... Fuel supply device , 17... Auxiliary intake passage, 17a... Auxiliary intake port, 18... Supercharger, 23... Auxiliary throttle valve, 32... Timing valve, 35... Rotary valve, 37... Sleeve, 38... Variable Mechanism, 39... Servo motor,
42...Rotation speed sensor, 43...Supercharging pressure sensor,
44...Advance angle determination circuit, 45...Comparator, 46
...Motor drive circuit.
Claims (1)
気をエンジンに同期して開閉するタイミングバル
ブを介してエンジンに供給するようにした過給機
付エンジンにおいて、エンジン回転数に応じて上
記タイミングバルブの開閉タイミングを決定する
第１決定手段と、異常過給圧状態を検出する検出
手段と、該異常過給圧状態に応じたタイミングバ
ルブの開閉タイミングを決定する第２決定手段
と、上記検出手段の出力を受け、上記異常過給圧
状態では第１決定手段よりも第２決定手段の出力
を優先させてタイミングバルブの開閉タイミング
を制御する制御手段とを備えたことを特徴とする
過給機付エンジンの制御装置。 In a supercharged engine that is equipped with a supercharger in the intake passage, and supercharged air from the supercharger is supplied to the engine via a timing valve that opens and closes in synchronization with the engine, a first determining means for determining the opening/closing timing of the timing valve; a detecting means for detecting an abnormal supercharging pressure state; a second determining means for determining the opening/closing timing of the timing valve according to the abnormal supercharging pressure state; A control means receives the output of the detection means and controls the opening/closing timing of the timing valve by giving priority to the output of the second determining means over the first determining means in the abnormal boost pressure state. Control device for supercharged engines.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1981192343U JPS5896017U (en) | 1981-12-22 | 1981-12-22 | Control device for supercharged engine |
| US06/449,228 US4484556A (en) | 1981-12-22 | 1982-12-13 | Supercharge control means for an internal combustion engine |
| DE3246855A DE3246855C2 (en) | 1981-12-22 | 1982-12-17 | Charge control device for internal combustion engines |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1981192343U JPS5896017U (en) | 1981-12-22 | 1981-12-22 | Control device for supercharged engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5896017U JPS5896017U (en) | 1983-06-29 |
| JPS6237941Y2 true JPS6237941Y2 (en) | 1987-09-28 |
Family
ID=16289690
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1981192343U Granted JPS5896017U (en) | 1981-12-22 | 1981-12-22 | Control device for supercharged engine |
Country Status (3)
| Country | Link |
|---|---|
| US (1) | US4484556A (en) |
| JP (1) | JPS5896017U (en) |
| DE (1) | DE3246855C2 (en) |
Families Citing this family (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6036723A (en) * | 1983-08-10 | 1985-02-25 | Mazda Motor Corp | Intake apparatus for engine |
| DE3338870A1 (en) * | 1983-10-26 | 1985-05-09 | Bayerische Motoren Werke AG, 8000 München | DEVICE FOR CONTROLLING THE CHANGE OF CHARGE IN INTERNAL COMBUSTION ENGINES |
| DE3426791A1 (en) * | 1984-07-20 | 1986-02-06 | Voest-Alpine Friedmann GmbH, Linz | Emergency shut-off device for internal combustion engines |
| JPH0621557B2 (en) * | 1984-08-29 | 1994-03-23 | マツダ株式会社 | Supercharged engine |
| DE3631474A1 (en) * | 1985-09-17 | 1987-03-26 | Mazda Motor | INTAKE SYSTEM FOR AN INTERNAL COMBUSTION ENGINE |
| JP2568188B2 (en) * | 1987-02-17 | 1996-12-25 | マツダ株式会社 | Engine mechanical supercharger |
| US5038734A (en) * | 1987-11-06 | 1991-08-13 | Oskar Schatz | Method for the operation of an IC engine and an IC engine for performing the method |
| DE3737822A1 (en) * | 1987-11-06 | 1989-05-18 | Schatz Oskar | CHARGING METHOD FOR OPERATING AN INTERNAL COMBUSTION ENGINE AND COMBUSTION ENGINE FOR IMPLEMENTING THE METHOD |
| DE3807448A1 (en) * | 1988-03-08 | 1989-11-16 | Antoni Dipl Ing Stys | Device for controlling the additional air for a fuel feed system by way of an intake manifold of an internal combustion engine with four-stroke carburettor engines |
| JP2519110B2 (en) * | 1989-12-18 | 1996-07-31 | 株式会社 兼坂技術研究所 | Otto-cycle engine |
| DE19533333C2 (en) * | 1995-09-11 | 1998-02-12 | Daimler Benz Ag | Method for controlling a supercharged internal combustion engine |
| DE19830575A1 (en) * | 1998-07-08 | 2000-01-13 | Nonox B V | Charge control device for and method for controlling the operation of a reciprocating internal combustion engine |
| US6584963B2 (en) * | 2000-11-17 | 2003-07-01 | Honeywell International Inc. | Throttle loss recovery turbine and supercharger |
| FR2863006B1 (en) * | 2003-12-02 | 2006-02-24 | Inst Francais Du Petrole | METHOD FOR CONTROLLING AN OVERLAYING MOTOR, IN PARTICULAR AN INDIRECT INJECTION ENGINE, AND ENGINE USING SUCH A METHOD |
| RU2470167C2 (en) * | 2009-12-02 | 2012-12-20 | Валерий Алфеевич Тараканов | Single-stroke rotary air-injection ice |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5374619A (en) * | 1976-12-15 | 1978-07-03 | Nissan Motor Co Ltd | Forced scavencing internal combustion engine |
Family Cites Families (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1578581A (en) * | 1922-04-29 | 1926-03-30 | Alfred P J Pinel | Internal-combustion engine |
| JPS5445086A (en) * | 1977-09-16 | 1979-04-10 | Yamada Kikai Kogyo Kk | Turn conveyor |
| JPS6030606B2 (en) * | 1977-09-17 | 1985-07-17 | 新明和工業株式会社 | Loading platform circulation device |
| JPS55137317A (en) * | 1979-04-12 | 1980-10-27 | Mazda Motor Corp | Supercharger for rotary piston engine |
| JPS55148932A (en) * | 1979-05-07 | 1980-11-19 | Kanesaka Gijutsu Kenkyusho:Kk | Engine |
| JPS55153820A (en) * | 1979-05-16 | 1980-12-01 | Mazda Motor Corp | Supercharger for rotary piston engine |
| JPS5925109B2 (en) * | 1979-05-24 | 1984-06-14 | マツダ株式会社 | Fuel injection engine supercharging device |
| JPS5833373B2 (en) * | 1979-06-14 | 1983-07-19 | マツダ株式会社 | Fuel injection engine supercharging device |
| JPS5833371B2 (en) * | 1979-07-24 | 1983-07-19 | マツダ株式会社 | engine supercharging device |
| DE2938118A1 (en) * | 1979-09-20 | 1981-04-09 | Volkswagenwerk Ag, 3180 Wolfsburg | Variable valve timing reciprocating IC engine - has auxiliary valves of rotary type in inlets with timing set according to engine loading |
| JPS5885522A (en) * | 1981-11-18 | 1983-05-21 | Hitachi Ltd | Manufacture of polysilicon layer |
-
1981
- 1981-12-22 JP JP1981192343U patent/JPS5896017U/en active Granted
-
1982
- 1982-12-13 US US06/449,228 patent/US4484556A/en not_active Expired - Fee Related
- 1982-12-17 DE DE3246855A patent/DE3246855C2/en not_active Expired
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5374619A (en) * | 1976-12-15 | 1978-07-03 | Nissan Motor Co Ltd | Forced scavencing internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| DE3246855A1 (en) | 1983-07-14 |
| DE3246855C2 (en) | 1986-07-17 |
| JPS5896017U (en) | 1983-06-29 |
| US4484556A (en) | 1984-11-27 |
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